Flying-machine.



E, E. WINKLEY. FLYING MACHINE.

APPLICATION FILED OCT. 31, I908.

Patnted Oct. 3, 1916.

7 SHEETS-SHEET E. E. WINKLEY.

FLYING MACHINE.

APPLIQATION FILED OCT. 3!. 1908.

Patented 0c 7 SHEETS-*SHEET 2.

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AL. 4% MX/-W%Z# E. E. WINKLEY.

FLYING MACHINE. 7 APPLICATION FILED OCT. 3!. I908.

1 200,288 Patented Oct. 3, 1916.

7 SHEETS-$[HEET a.

E. E. WINKLEY.

FLYING MACHINE.

APPLICATION FILED OCT. 31, 1908.

Patented 0m. 3, 1916.

ISHE ETSSHEET 4.

E. E. WlNKLEY.

FLYENG MACHINE. APPLICATION [FILED OCT. 31. 1908.

Patented Oct. 3, 1916.

YSHEETS-SHEET 5.

4 E. E. W INKLEY. FLYQNG MACHINE.

APPLICATION FILED OCT 31. I908.

LQQG QES. Patented Oct. 3,191

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bi gas descending.

ERASTUS E. WINKLEY, OF LYNN, MASSACHUSETTS.

FLYING-MACHINE.

Specification of Letters Patent.

Patented Oct. 3, 1916.

Application filed October 31, 1908. Serial No. 460,435.

T 0 all whom it may concern Beit known that I, ERASTUS E. VINKLEY, citizen of the United States, residing at Lynn, in the county of Essex and State of Massachusetts, have invented certain new and useful Improvements in Flyin -Ma chines; and I do hereby declare the ollowing to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to flying machines and more particularly to that class in which the weight is sustained by the-reactions resulting when one or more supporting sails, or aeroplanes, are moved through the air edgewise at a predetermined angle of inci dence, either by the application of mechanical power or by the utilization of the force of gravity.

,One feature of the invention contemplates.

a control of the vertical flight by an automatic preservation of the equilibrium thus effecting a maintenance of the machine at a constant level when any desired. height from the ground hasbeen reached, or insuring a maintenance-of the machine at the proper angle to the horizontal when ascending or To preserve the equilibrium means should be provided to maintain both the fore and aft and-the lateral balance, that is. to provide for a restoration of the machine to its normal flying position, that is, its predetermined fangular relation to the horizontal, when such angular relation has been disturbed by a dipping in any direction. This object of the invention may be attained by the provision of means for antomatically varying the degree of the angle of incidence of the supporting sail, or aeroplane. proportionately to the amount of rectification, either longitudinally or laterally, that may be required to restore thelost equilibrium.

A further feature of the invention contemplates a. control of the horizontal flight, or thedirection of flight in a substantially horizontal plane, by means of a steeringapparatus operating automatically to restore the machine to any given course upon a deviation therefrom. It vill be understood, however, that this feature of the invention is not confined in its application to flyingmachines but may be applied to ships, automobiles,-torpedoes. or any other moving vehjcle or object in the operation of which it is desired to maintain at times a constant course in a predetermined direction. In its broader aspect this feature of the invention comprises a controlling mechanism for controlling or guiding the direction of movement of any moving object in a given path.

In accordance with this feature of the in vention means is provided, controlled by a deviation of the machine from the given course, to turn the aeroplane in a direction to restore the machine to its given course,

the turning movement imparted being i always proportionate to thedegree of the deviation from the course.

In the preferred form of the invention a flat'aeroplane, elongated transversely to the line of flight, is used, and the automatic means" for restoring the lateral balance of the machine is controlled directly by any variation in the lateral balance of the aeroplane and operates to instantly increase the angle of incidence of the aeroplane at that side of the machine which has descended and to decrease the angle of incidence of the aeroplane at that side whiclrhas ascended.

One mode of accomplishing this result is by imparting to the surface of the aeroplane a helicoidal warp about a substantially central transverse axis. The automatic means for restoring the fore and aft balance of the machine is controlled directlyby any dipping of the aeroplane, either forward or backward, and operates instantly to increase the angle of incidence throughout the entire transverse length of the aeroplane for a forward dipping and to. decrease said angle for a backward dipping. The automatic steering apparatus for governingthe horizontal flight of the machine is connected to a vertical rudder and operates instantly to turn the rudder in a direption to restore the machine to its given course.

This means is controlled directl by any angular movement of the machine about a substantially vertical axis.

In the construction of the machine illustrated in the drawings, there is employed a pair of parallelly arranged aeroplanes the equidistance of which is maintained by suit- "ablv arranged stanchions connected at their lid The

' of; incidence.

vertical plane about said trunnions as a iulcrum. The aeroplanesupporting ,frame is U-shaped and the aeroplanes are journaled in its arms on transversely arranged pivots, thus permitting a free variation in the angle I Themotor frame sustains a slidingly mounted, constantly rotating centering, or lateral-balance restoring, cam or equivalent device, which controls actuating mechanism for operating the devices for warping the surfaces of the aeroplanes to v-ary the angle of incidence in the manner described. The position. of this cam relative to the aeroplane warping actuating mechanism, is directly ailected by a change in the lateral balance of the aeroplanes and the position of the cam, thus defined, determines the degree to which the angle of incidence at each side of the'center of the machine is to be varied by the aeroplane warping-operation. In a similar manner fore and aft dipping of the machine aifects the position of a similarly mounted cam or device for determining the action oi suitable. actuating mechanism for operating the devices for varying the degree or" the angle of incidence of the aeroplanes in the same direction on both sides oi the center of the machine.

The automatic steering apparatus also is provided with a movably mounted centering cam, or equivalent device, operating upon the rudder stock, or av connection thereto, to turn the rudder, The positicn of this I cam and, therefore, the angular position of the ,rudder, is determined by means of a feeler adapted to contact with a gage dc vice mounted to swing with the com 'mss needle. The gage is movable relatively to the compass needle and its angular position relative thereto determines the course to be held.

To the accomplishment of the above named objects and suoh others as may hereinafter appear, as will be readily understood, by those skilled in the art, the invention comprises the'i'eatures and combina tions of mechanisms hereinafter describedand particularly pointed out in the appended claims.

The preferred embodiment of the invention is illustrated in the accompanying drawings in Which Figure 1 is a, frontelevationof the machine With parts broken away to show details ot construction; Fig. 2 is an elevation of the right" hand side of the machine; Fi .3 is an enlarged detail in vertical longitudinal section of the mechanisms for restoring the equilibrium of the machine; Fig. 4 is an enlarged detail in front elevation 01 the mechanisms'shown in Fi 3 with the front of the float tank removed; Fig. 5 is an enlarged detail in vertical transverse section viewed vfrom the rear on the line 5 -5 of Fig. 3; Fig. 6is a plan of the mechanisms shown in Fig. 5 with the operating devices above the gearing removed; Fig. '7 is a detail, in plan, of the end connection of the aeroplane to its supporting frame; Fig. 8 is a plan of the automatic steering apparatus showing the machine set on a course due east; Fig. 9 is a plan of the parts shown in Fig. 8 illustrating a deviation of themachine from its course due east to a course eastnortheast, the parts being shown in the relative positions assumed just before the rudder is turned; Fig. 10 is a detail ot a portion of the mechanism shown in Fig. 9 illustrating the relative positions oi the parts after the rudder has been turned; Fig. 11 is a rear end elevation, of the steering up paratus; and Figs. 12, 13 and 1st are transverse sections, in elevation, on the lines 1212, 13-13 and l l-1sl of Fig. 8

In the embodiment of the invention illus- I trated in the drawings, the flying machine has been shown as comprising two parallel aeroplane. The machine is provided with an aeroplane supporting frame comprising a rectangular structure or framework 2 the.

late all ends of which support transversely extending spars 4-, two on each side, which converge at their outer ends at 6 (Fig. 7). At the converging ends 6' there are provided uprights S and 8 so that the aeroplane supporting frame is of substantially U-shape. The parts thus far described are all rigid one with the other. The rectangular framework 2 is'provided with a pair of bearings 10 in which is journaled a rock shaft extending transversely of themachine and horizontally above the spars 4:. Thisrock shaft is formed in two parts 12 and 12, the break between them occurring substantially cen trally of the machine. The part 12 of the rock shaft is provided at its outer end witha trunnion 14: adapted to enter a horizon-.

ing in the upright 8 (see Fig. 7-). The

trunnion 1i? forms one arm of a cross coupling, the opposite arm of which is secured to the. rock shaft 12 and. thetransverse arms of which aresecured to fore and aft spars 16 forming a portion of the frame of the lower aeroplane. The spars 16 at their outer ends are provided with sockets in which rest balls on the ends of transversely arranged spars 20, thus forming ball and socket joints Lfiibetween the spars 16 and 20. The spars 2O are connected by similar ball and socket joints 18 to the ends of fore andaft spars 16 connected to the outer end to a fore and aft spar 24 superposed abovethe spars 16 The spar 24 is provided with a centrally arranged trunnion 26 which enters a horizontal bearing in the upper end of the upright 8. The spar 24 is provided with sockets'at its ends which receive balls on the ends of transverse spars 28 which are superposed above the transverse spars 20. The spars 28 are connected by ball and socket joints at their other ends to the outer ends of a fore and aft spar 24 superposed above the spars 16 and journaled in the upper end of-the upright 8 in a similar mannor to the journaling of the spar 24. The

spar 24 is connected at its ends'to the ends of the spar 16 by means of stanchions 22 hinged at each end. With this construction the spars 16, 16 and 20 form'the frame of one aeroplane and the spans 24, 24 and 28 L form the frame of a second aeroplane'superposed above the first and parallelly arranged therewith: Cloth or other suitable fabric is spread over the frames so formed, thus producing sails offering a proper resistance'to the air currents. The horizontal bearings of the trunnions l4 and 14", 26 and 26 in the uprights of the aeroplane supporting frame permit the aeroplanes to have an angular movement about horizontal transverse axes so that the angle of incidence at which they are presenter] to the atmosphere may be Varied. The flexible joints between the ends of the stanchions' 22 and 22 and the fore and aft spars permit this angular movement to take place whlle maintaining the equidistance on the aeroplanes from each other.

The rectangular framework 2 is provided with front and rear bearings 30 in which are journaled trunnions 32 formed at the front and rearof the upper part of a motor, and equilibrium restoring mechanism supporting frame 34. The frame 34 is constructed of conveniently formed castings suitably connected for supporting the various parts forming the mechanisms referred to.

- The motor cylinders are indicated generally by M (Figs. 1 and 2), and are supported by means of depending brackets 36. Themotor imparts a rotary motion to the main driving shaft 38, at the forward end of which there is mounted the usual balance wheel W and any suitable and convenient'form of propeller-P. The motor may be of any suitable and convenient construction and, therefore, need not be described in detail;

'A horizontal counter-shaft40 journaled in brackets141 on the motor frame isdriven from the main shaft 38 by the means of a 'sprocket wheel and chain connection {42;

the automatic mechanism 'for restoring the lateral balance of the machine when said balance is disturbed and this mechanism will now be described. j

Mounted on the counter-shaft 48, so as to permit a sliding movement along said shaft, is a centering cam 50. This cam is in the form of a cylinder or sleeve having on its outer surface a pair of cam projections extending for but a short angular distance around the sleeve. These projections also extend from the ends of the sleeve inwardly along its surface but terminate in positions to leave them far enough apart to permit the passage of a cam roll. They are also formed with a flaring, or V-shaped, approach. These cam projections are of substantially triangular form as shown best by dotted lines at 52 in Fig. 5. A perspective of the cam 50 -is shown in Fig. 2 and this view well illustrates the. flaring opening between the projections The sleeve on which the cam projections 52 are formed is provided with a peripheral groove 54 at one end, into which there projects a roll 56 on one end of a lever 58 fulcrumed in the motor frame 34 an dconnected at its other end, by means of a link 60, to a lug on one end of the rectangular framework 2. From the lever 58 there projects an arm 62 provided with a segment 64. This segment is adapted to-be borne upon by a pair of rolls 66 carried in a suitable bearing on the motor frame 34 and arranged with their peripheral surfaces in contact with'the surface of the segment 64 see Fig 5). These rolls are spring pressed inwardly and, when in their inward position, act as a. lock to prevent movement of the segment. The

.rolls may be forced outwardly against their of the lever carries a roll 72 arranged to bev engaged by a cam 74 mounted on the counter-shaft 48 and constructed to rock lever about its fulcrum.

Thecoimter-shaft' 48 is provided with a second cam 76 similar to cam 74 which engages a roll 78 011 one end of a lever 80 fulcrumed in the ,motor frame 34, the other end of" which lever bears upon the head 'of a Wedge pin 82 operating a similar locksaid llO

ing device to that just described and adapted to engage a segment 84 carried by a lever horizontal crank arm 90 (Fig. 6), theinnen end of which is connected to a sleeve 92 loose on the part .12- of the aeroplane rock 10 shaft and held on the end of said shaft by means of a. .collar 93. The sleeve 92 is formed on the end of a vertical arm. 94 provided at its upper end with a gear segment 96 which meshes with an idle gear 98 pivoted in across bar 99 (Figs. 3 and 5) extending over the upper part of 'a box like structure 100 carried by the rectangularframework 2. Diametrically opposite gear segment 96 is a second gear segment 96, also meshing with the idle gear 98, which segment is mounted on the end of a vertical second'arm 94 provided with a sleeve 92 loose on the inner end of the part v12 of the aeroplane rock shaft and held in place by a eollar93. The arms 94 and 94 are respectively provided on their outer surfaces with vertical guide-ways 102 and 102 in which are arranged slides 104 and 104 .The slides 104 and 104 are provided with slots 106 and 106, which slots are diagonally arranged for a purpose to be hereinafter described. The rock shafts 12 and 12 .are' provided respectively with vertical ,crank arms 108 and 108, rigidly connected l to said shafts, and having at theirfree ends horizontal crank pins 110 and 110 which enter the slots 106 and 106 respec-' tively. With the construction just described,

it will be seen that theaeroplane supporting frame -is fulcrumed for angular move ment in a substantially vertical plane about a horizontal fore and aft aXis,.namely, the trunnions 32. If the machine meets with any force or excess pressure which tends to disturb the lateral balance ofthe aero- .plane, the aeroplane supporting frame will be caused to rotate about this axis. A descent, of the rlght hand end of the aeroplane, viewing Fig. 1, will move the link 0 connecting the aeroplanesupportingframe "with the lateral balance .restoring mecha-' msm downward, while a descent of the left hand end of the aeroplane will cause said link to move upward.

Assuming, for purposes of illustration, that the right hand end of the aeroplane has moved downward, the downward motion of the link 60 will be communicated to the lever- 74 has been rotated 58-and, when the cam v 60 to a position to release the locking device for the segment 64,the lever 58 will act to move the sleeve,'on which thecen'tering cam 50 is'formed upward. This movement occurs at the time, during the rotation of the centering cam, when the roll 87 is removed the whereby the part 12 of the lever 86 upward about its pivot, thereby forcing the link 88 also upward, whereby an upward pressure is exerted on the outer end of the crank 90. The segment is again locked in its new position as soon asthe roll 87 has been centered inthe cam 50. This movement acts to rotate the gear, segment 96 rearw'ardly and the engagement of .the

slotted slide 104 with the pin of thejcrank 108 acts to rock the part 12 "of-the aero' plane rock shaft rearvi'ardly-in a counter clockwise direction when viewing'the shaft from the left hand side of the machine. A

movement of the segment'96 communicates a movement, in the opposite direction, ho'w-I ever, to the segment 96 through theintervention of the idle gear. 98. The segment 96 is moved toward the front of the .machine of. the rock; shaft, 95.: through the connection of the crank 108 to the slotted slide 104,.is'rotated in a clockthe aeroplanes in a clockwise direction about their trunmons 14 and 26 as pivots when viewed from the left hand side of the machine, and'to turn the end spars 16 and 24 in a counter clockwise direction about their trunnions 14*and 26 as pivots when viewed from the same sideof the machine. These movements of the end spars impart to the surfaces of the aeroplanes a helicoidal warp 110 about a central transverse axis which, in this instance, is the rock shaft itself for the lower aeroplane.

The surfaces of the aeroplanes are warped in such a manner that their, op-

posite lateral side portions are moved to dif- 115,

ferent positions relative to the normal plane of the bodies of the aeroplanes, the angle'of incidence'on that side of the aeroplanes which has descended being'increased and v the angle of incidence on that side of the aeroplanes which has ascended being creased. I

It should be understood,ihowever, that the invention isnot limited to the particular manner described 1 in which the aeroplanes are manipulated' to J vary the angular relation of their opposite, end portions in opposite directions with respect to their normal planes, as any automatically operating mechanical meansor construction whereby this 1301 1 result is obtained comes within the spirit warp imparted to the aeroplanes.

and scope of the invention.

An increase in the angle of incidence of the aeroplanes on that side which has descended owing to a disturbance of the lateral balance permits a greater leverage by the air currents on that side, which greater leverage acts to restore the lateral balance. Any lifting movement imparted, however, will also lift the link 60 which will act to rotate the lever 58 about its pivot in a direction to move the centering cam again downward toward its normal position. The locking and unlocking action on the segments 64 and 84 again occurs on the next rotation of the counter-shaft 48 and during this rotation the roll 87 on the lever 86 will be engaged by a portion of the-slanting portion on the approach side of the upper cam projection 52 but somewhat nearer the center of the cam, owing to the lesser return movement, than the portion of the lower cam projection which engaged said roll on the previous rotation of the cam. The down-ward movement of thelink 88 will, therefore, be less than the upward movement imparted to it on. the previous rotation of the cam and the aeroplane'rock shaft parts 12 and 12 will be rotated through a smaller angular movement, thereby diminishing the degree ofrtlhe 11s process of diminishing the degree of the warp by small increments will continue until the lateral balance of the aeroplanes has been restored, at which. time the centering cam 50 will have been moved toits normal or central position as shown in Fig. 5, 1n which position the lever 86 is unaffected by its rotation.

If the left hand side of the aeroplanes should descend the link 60 will be drawn upward and the centering cam 50 will be.

moved downward along the cam shaft 48 instead of upward, which will cause the upper cam projection 52 to first engage the roll 87 thereby pulling the link 88 and the crank downward and thus rotating the parts 12 and 12 of the aeroplane rock shaft in the opposite directions to'those described for a descent of the right hand side of the aeroplanes. This will warp the aeroplanes in an opposite direction but about the same axes and will, therefore, increase the angle the left hand side of the aeroplanesand decrease the angle of incidence on the right hand side. A restoration of the lateral balance will then automatically take place, by increments on each revolution of the counter'shaft 48,, in the same manner as just described for restoration of the lateral balance after a descent of the right hand side of'the aeroplanes. v

Thus far there has been described merely the automatic mechanism for restoring equilibrium of the machine when its lateral balof the aeroplanes. Such excess pressure will cause the mach ne to dip either backward or forward, thus causing an undesired ascent or descent of the machine. Means to automatically maintain the fore and aft balance of the machine will now be described. 7

The motor frame 3i sustains a tank 120 for containing oil or any other suitable liquid the surface of which is not too readily disturbed. Extending transversely across this tank is a stud 122 on which is loosely mounted a sleeve or hub of a support 124: for a pair of floats 126, one on each side of the stud122. Also loosely mounted on the stud.122 isthe hub of a lever 128. The floats are connected to the lever 128 in a mariner so that they may be placed in any angulgr relation thereto by means to be described hereinafter. The lever 128 is provided at its free end with a roll 129 which enters a peripheral groove in one end of a sleeve on which is formed a centering cam 130 similar in all respects to the centering cam 50 heretofore described in connection with the lateral balance restoring mechanism. The cam 130 is slidably mounted upon a horizontally arranged c'ountershaft.

132 suitably journaled in the motor frame and driven from the counter-shaft 40 by means of a sprocket and chain connection 134 (see Fig. 2). The lever 128 is also provided with a segment 136 (Fig. 3) borne upon by a locking device 138 similar to those heretofore described and operated by means of a lever 1410 fulcrumed in the side of the tank 120 and actuated by means of a cam 142 on the counter-shaft 132. The counter-shaft 132 is provided witha second cam 14% which is borne upon by a cam roll on one end of a lever 1&6 fulcrumed in a bearing projecting from the side of the operates a locking device 152, similar to those heretofore described. This locking device cooperates with a segment 154: formmg a part of a lever 156 fulcrumed on a cross pivot in the box 100; The lower end of the lever 156 is provided with a roll 158 which engages. sleeve 160 free to slide on the stud shaft 32.

between the collars of a This sleeve is also engaged by a roll on the i upper side of the free end of a horizontally The lever 162 is also provided with a cam roll 165 at the lower side of its free end,

; which is adapted to be engaged by the cam the bell crank.

projections 131 of 10,

p the' centering cam 130. A horizontal link 166 connects the upper end of the lever 156 with the vertical arm of a bell crank 168 fulcrumed for movement about a horizontal-pivot pin 170 in a'bearing 171 rising'from the box 100. The hub of this bell crank is connected by a tie piece 17 2 tea second hub from which there projects rearwardly a horizontal arm 171 parallelly arranged with the horizontal arm of These horizontal arms are connected, by links 176 and 176*,t0 the slides 101' and we having obliquely ar ranged slots 106 and 106*. The purpose of the oblique arrangement of these slots will now be clear.

-VVith the construction just described if there is excess vertical pressure, say on the under sides of the front portions of the aeroplanes, the motor frame 34 which carries the tank 120 is tipped forwardly and upwardly but, of course, the level of the oil within the tank remains unchanged and'the floats 126 must necessarily retain their original relation to the surfaces of the oil, that is, a line drawn through their center remains horizontal. This retention of the floats in a horizontal position acts to move the lever 128 to the left in Fig. 3 and with it the centering cam 130, the cam 142 havingat this time released the segment 136 so that a movement of the lever 128 may occur,.but

againimmediately relocking the segment to retain the centering cam in its new position on the counter-shaft 132. The lock 152 for lower end of the lever the segment 1541 of the lever 156 is then re leased by the action of the cam 14:4 and the 156 is moved to the left in Fig. 3 by the action on the right hand cam projection 131 on the centering cam roll 165 of the horizontal cam lever 162. This movement of the lever 156 operates to -turn thebell crank 168 in a direction to slides 104. and 104 are forward, thereby rotating the 12 of the rock shaft simultaneously and raise the links 17 6 and 176 whereby the raised. This causes the diagonal slots 106 and 106 to act in a manner to throw the cranks 108 and .108 parts 12 and both in a clockwise direction when viewing said shaft from the left hand side of the machine. This movement of the rock shaft turns the end spars of the aeroplanes all in the same direction about their horizontal pivots and decreases the angle of incidence presented by the aeroplanes to the atmosphere to an equal degree throughout the entirewidth of the aeroplanes. This decrease in the angle of incidence acts to restore the fore and aft balance to some degree. A partial restoration of the fore and aft balance of the machine will alter the angular relation of the machine to the surface of the oil 7 in the tank, which in turn will cause a corresponding return of the lever 128 toward its. normal position which will carry the cam 130 back toward its central or normal position. The action of restoring the fore and aft balance by increments will continue in a similar manner to that described for re-" storing the lateral balance until the. fore and backwardly and upwardly, the only differ..

ence being that the centering cam 130 will in that case initially be moved to the right in Fig. 3 instead of to the left.

The means heretofore described for maintaining the equilibrium of the machine are utilized after a desired height or level has been attained or during the ascent foidescent of the machine while in the 212.1. In other words, if the machine is sailing in any particular plane, horizontal or otherwise,

the automatic equilibriumrestoring means described will maintain the machine in substantia'lly that plane. vided, however, for varying the angle of the plane in which the machine is sailing and,

preferably, such means should be under con-' trol of the operator. The angle to the horizontal at which the machine sails is, of course, controlled by the degree of the angle of incidencev presented to the atmosphere by the aeroplane. justable connection between the floats 126 and the lever 128 (Fig. 3) heretofore referred to is to vary the degree of the angle of incidence of the aeroplanes when. it is desired to vary the angular direction the course in a vertical; plane.

The hub of the support 12A for the floats is provided withaconveniently located segment 177 (Fig. 3) which has movement be- The purpose of the ad Means should be proneath an overlapping bracket 178 carriedby the lever 128. This bracket is. provided with a spring pressed pin 179 passed transversely therethroughand adapted to enter one of a series of holes made for its reception in the segment. The pin 179 may be provided with a handle at its outer end which is seized by the operator when changing the pin from one hole to another in the segment. This construction permits the operator to shift the centering cam 130- on its shaft, independently of the action of the floats, and thereby change at will the 'l ibgree librium is automatically taken care of, in

the new plane, by the means and in the manner heretofore described.

In flying through space, as when sailingon the ocean, Where'no set path must be followed in going from point'to point, an air line will preferably be followed and, therefore, the machine will usually be kept on,

the same course for some length of time before said course is changed. It will be ob, vious to those skilled in the art that in the different strata of theairtherewill be varying wind pressures encountered which will cause the machine to veer from the course which has been laid, to one side or the other :urcording to the nature of the currents. In

-crdcr to simplify the handling of the machine. and to decrease the strain on the operator by decreasing the number of subjects to which his attention must be constantly directed. it is desirable that the machine be provided with an automatic steering apparatus for maintaining the ship on any predctermined. or given, course after said course has once been laid.

It will also be obvious to those skilled in the art that when the lateral balance of the machine has been disturbed and is being restored by means of the automatic mecha nism heretofore described, in the operation of which the angles of incidence at the opposite lateral end portions of the aeroplane a re altered, the side of the machineon which the angle of incidence has been decreased will offer less resistance to the atmosphere than that side on which the angle of incidence has been increased. There will, therefore, be a tendency, during the operation of restoring the lateral balance of the machine,

for it to swing about a substantiallyvertical axis. the side having the smaller angle of incidence moving forward. It is important that this tendency to rotate about a vertical aXisbe overcome as, of course. such rotation will change the course to which the machine has been laid. An automatic steering apparatus is, therefore, of particular"advantage in a machine of the type herein described as it can be utilized to present automatically to the Wind, on that side of the machine having a smallerangle of incidence, an increased resistance by means of a suitable guiding device, such as a rudder. This will effectually overcome the tendency of the machine to turn and will maintain the predetermined course during the operation of restoring the lateral balance.

Referring now to Fig.2 it will be seen thatthe conntershaft" 40 is extended rear- Wardly in a fore and aft direction and passed beneath the bowl 180 of a marinei"s compass which is supported by gimbals upon a platform 182 atthe rear of the automatic equilibrium restaring mechanisms heretofore described. The outer and inner gimbal rings are respectively designated by 207 and 208 (Fig. 12). The outer gimbal'ring is provided with trunnions 215 and 217 supported in suitable fore and aft bearings 222 and 223 (Fig. 8) rising from the platform 182. The inner gimbal ring is provided with trunnions 211 and 213 (Fig. 12) which are supported in suitable transverse bearings 219 and 221m the gimbal ring 207. The platform 182 is provided with a rudder frame 184 in which is mounted a vertical which a balance-rudder 188 is secured. The

rock shaft 186 is provided near its base with a crank 190 (Fig. 2) which is opera- 'tively' connected to the automatic steering apparatus now to be described.

The compass bowl 180 is provided centrall (see Fig. 12) with a vertically arranged pointed pin 194 on the upper end of which loosely rests the magnetic needle 196, said needle being provided with a cone shaped socket 197 in its under side to fit over the top .of the pin 194 and maintain it in place. The needle is also provided with a central boss on its upper side above the socket 197. This boss is provided with a projecting screw 198. The usual compass card 200 is mounted on the needle boss, and the needle and card are secured to each other so as to move together in the usual manner.

' On top of the compass card and rotatably mounted on the needle'boss is a gage device [pointer maybe turned to any desired point on the'compass that has been chosen as the course upon which the machine is to sail, by loosening the thumb nut 204 and then turning the gage device by hand to position. The initial determination of the course is then under control of the operator.

The trunnion 213 of the gimbal 208 from which the compass bowl 180 is supported is provided with a slide way for the reception of a sliding pin, or feeler, 210 adapted to contact with the surface of a gage device 202, which surface is formed as the arc of a circle the center of which is eccentric to the center of the compass. Fulcrumed in a suitable bracket 212 extending from the gimbal 207 is a horizontally arranged bell crank 214, one arm of which is forked and is provided with rolls engaging a collared sleeve 216 rigidly secured to the outer end of the feeler.

'- with a crank 230 forming,

The other arm of the bell crank is also forked (Fig. 13) and provided with rolls engaging between two collars on a slidably mounted sleeve 218 on av counter-shaft 220 which is a continuation of the trunnion 217; "The bell crank is thuswholly sustained by the compass. The

feeler 210 ismaintained in contact with the I gage device 202 by means of a suitably coni and a sharp drop to the upper side of a nected spring 209. I

' The sleeve 218 is provided with a second pair of collars which engage a roll on the horizontal lever 224 (Fig. 14) provided with a long hub 225 fulcrumed on a vertical pivot pin'supported by means of a lower bearing on the floor of the platform 182 and an upper bearing in a bracket 226 rising from said platform. The horizontal lever 224 is provided with a roll at its under side adapted to be engaged by the surface of a cam 228 mounted on the counter-shaft 40. This cam (see Figs. 8 and 14) is provided with a comparatively short rise, a long idle portion at-the' top of the rise bottom of the rise so that the actuating portion of thecam occupies a comparatively short an ular space. The lower'end of the hub 225 1s provided in effect, an extension of the lever 224 but (in a lower plane. The crank 230 is provided with a segment 232 (Fig. 8) which is borne upon bya of a cam friction roll locking device 234,'sim1- lar to those' heretofore described, operated by 'a lever 236 fulcrumed on the platform 182 (see Fig. 13) and controlled by means 238 mounted on the counter-shaft The free end of the crank 230 is-connected by means of a longitudinal link 240 to one end of a transverse lever 242 (see Fig. 8) fulerumed on the platform 182. The other end of the lever 242 carries a roll which'enters between collars on a sleeve slidably mounted on the counter-shaft 40 on which sleeve there is formed a centering cam 244, by means of cam projections 246, all as heretofore described for the centering cams 00 and 130 used in connection I with the equilibrium restoring mechanisms. The centering cam 244 engages a roll on one end of a lever 248 which lever is provided with a segment 250 borne upon bye friction rolllocking device 252 similar to those-heretofore described, operated by a lever 254 (Fig. 13) fulcrumed on the platform 182 and. controlled by means of a cam 256 on the counter-shaft 40. A'suitable operative connection, shown as'a link 260 (Figs. 2 and 10), extends from the free end of the centering cam lever 248 to the end of the crank 190 which is secured to the rudder post 186.

At the rear end of the counter-shaft .40 there is mounted a cam 262 (Figs. 8 and r1) which'engages a roll on the lower side of a horizontally arranged lever 264 fulcrumed mounted on a stud shaft 274 which is formed as a COI1t1Il1lLtlOn 0f the trunnion 215. This sleeve is also engaged by a roll on the end of the transverse arm of a horizontally arranged'bell crankle er 268 ful-' crumed on a suitable bracket 270 extending from the gimbal ring 207. The longitudinal arm of the bell crank 268 is provided with a forked end having rolls engaging between the collarsof a sleeve 276 rigidly connected to a wedge pin 278 (Fig. 12) slidably mounted in a horizontal guide way in the trunnion 211 of the gimbal 208. The wedge pin "(7 8 is adapted to enter between the shanks-of a pair of vertically movable jaws 280 pivoted (Fig. 8) on a pin 282 in a recess formed at theinn'er side of the gimbal 208. The jaws 280 extend inwardly a sulficient distance to enable them to seize the margin of the compass'card200. The j awsare normally maintained open by. means of suitably mounted leaf springs 284. The wedge pin 278 is normally maintained withdrawn from-its engagement with the shanks of the jaws 280 by means of a coil spring 286 (Fig. 8) extending between a collar 288 on the end of the stud shaft 274 and the collar 272 which is engaged by the transverse arm I of the bell crank.

In explaining the operation of this auto matic steering apparatus it will be assumed that the chosen course to be maintained is due east. The pointer 206 is, therefore, placed in the position shown in Fig. 8, that is, with its pointed end superposed on the point marked east on the compass card. while the machine is held to this course the center of the gage 202 will be opposite the feeler 210. The roll on the lower side of the horizontal lever 224, which is in engagement with the cam 228, is at this time centrally of the rise on said cam asj shown in Fig. 8. A rotation of the cam 228 will cause the sleeve 218 to be continuouslyreciprocated along the stud shaft 220 and the movement of this sleeve will communicate a constant oscillation to the bell crank 214 which,-in turn, acts to constantly reciprocate the feeler 210 into and out of engagement with the gage device 202. The actuation of the lever 224 by the cam 228 causes the centeringcam 244-to slide on the shaft 40. This movement of the cam 244 is not communicated to the lever 248, however, because at this time, owing to the'rotation of the shaft 40, the cam surfaces 246 do not engage the roll carried by the lever 248.

280 to clamp the compass card and hold it securely against any movement during the time that the feeler 210 is in engagement with the gage device. This is for the reason that owing to thedelicacy of the mounting of the compass needle a jar upon the gage device, which is rigidly connected therewith, would cause a derangement of the needle and afiect disastrously the proper operation of the compass. The feeler is held against thega ge device during the time that the roll which is 'engaged by the cam 228 is located in the open space in said cam, and it is during the whole of this time that the clamps 280 are closed. At all other times the clamps are open and the machine is free to rotate about a vertical axis without carrying the ,compass card with it.

If the condition of the wind pressure changes, or other disturbing forces are encountered which tend to throw the machine off its course, for instance, if it is headed in the direction east north east, .as shown in Fig. 9, instead of due east, as shown in Fig. 8, the whole machine will be swung around the compass card in a horizontal plane. In this particular case this will move the feeler 210 in a direction so that when the cam roll engaging the cam 228 again drops elf of the upper, or idle, portion of the cam, it will fall to a point nearer .to the base of the cam than is shown in Fig. 8, owing to the greater inward movement of the feeler before it comes in contact with the surface of the gage device 202. This greater inward movement of the cam roll throws the lever forward and consequently throws the crank aft, to the position shown in Fig. 9. The locking device 23-l has been unlocked by its operating means in time to permit this movement of the lever and crank to occur. The link 240 is moved aft which moves the lever 242 in a direction to slide the centering cam 2% forward along the counter-shaft -l0 to the positienshown in Fig. 9. This occurs while the roll of the lever 2H8 for engaging said centering cam is in the open portion of the cam. As the centering cam rotates the cam projection 246, at the left in Fig. 9, will engage the roll on the lever 248 and will force the cam end of said lever forward, the locking device 252 having been unlocked by its operating means in time to permit this opcration to occur. This movementof the lever itiS -sgarries its free end in adirection to move the connecting link 260 to the rudder in if manner to turn the rudder in a direction to cause the-machii-ie. to be turned back toward its orighirl; course, that is, due cast. Before the come; pletion of the next rotation of the center ing cam, the machine will have responded to the action of its rudder so that the feeler will engage a portion of the surface of the gage device somewhat nearer the center of said device than 1s sh'own in Fig. 9 and the centering cam will, therefore, through the connections described, have been moved aft again, slightly, along the counter-shaft 40.-

Tlie cam roll on the lever 2% will, therefore, on the next revolution of the centering am be engaged by the cam projection 2&6

at the right-of said cam, in Fig. 9, and

the rudder connections will, therefore, be

tering cam until it again reaches its central positio 'at which time the feeler will again be engaging the center of the gage device,

' as shown in Fig. 8, which is the inactiv'e position. It will be understood, of course, that the locking devices 234 and 2o2'are operated in a similar manner to those heretofore described for the mechanisms for restoring the equilibrium, that is, after the centering cam 24% has-been moved to a new position it is held in such position until the rudder has been moved to its new position, and after therudder has been .inoved to, a new position it is held in that position until the centering cam has again been shifted so as to bring the rudder to still another new position.

If it is now desired that the machine should fly in a course due west. the pointer 206 will be superposed above the point of the compass card designating the direction west. The gage device 102 will then be in a positiondiametrically opposite to that shown in Fig. b. l'ndcr these conditions, the feeler 210. not engaging the gage device 202, will, under the influence of the spring 309, be at the limit of its-inward movement. l-\ccoi'dingl \;','the mechanism interposed between the bcllcrank lever 3H and the centering cam 244 will cause the cam 24+ to be moved along the shaft ill so that the lett-hand cam surface etc will engage the cam roll on the lever 248 and thcrehv 0pc!'- ate the link 260 to move in a direction to swing the rudder to cause the machine to veer around 1S0 until the middle portion of the gage 202 is again in engagement with the feeler 210. .\t this time. the course of the machine will be due west. It will be readily understood. then. that when the gage device 202 and the feeler 12H) are not in engagement, the machine will be caused ;to vec' around always in the same direction. by the mechanisms controlling ,the rudder until the feeler is again brought into engagement with the middle or new tral portion of the gage device 202. When the feeler is initsneutral position. as hereinbefore described,-the rudder being in :gitnclinnl :ilincmont with the 'ht ----thc r'wiciiine wi ho 4:1 to t 'gr ll the pcintcr 206. From the foregoing; (lescrktion it will be zipgiarcnt that a \lcr orrlinary conditions of flight whatever the amount of deviation of the flying machine from its given course, the amount of rectifying rower rentimported to the rudder to res e the fi i. o

a iine to its course will. be directly proportionate to the amount of deviation of the machine.

It will be observed that the mechanisms described provide an extremely efficient automatic control of the flight when any desired level is rear. or descent, While atthc time means lane (The he coin-"c provided, under the'control of the operetor, 'for bringing the machine from one level to anothezywhiclo important es the machine should. be under control of e human agency rathe than u mechanical agency at such tii aespcrticelerly when a flight is commencml or terminated, l

' ll be obvious to those skilled in the art that, if llcsiregi', the machine can with ,m )i ease-be steered by hand 5 as to proon e circulznr BOUT"), or to dart back anal forth in any desired, or required, (liion, l' y means of a proper manipulation V carriccl by the gage cleof great importance when near the grouncl where obstructiencountered.

owing claims all referencs to posil 'cction of movement of the r. elements are to be inter-proton terms or \lesimmtion and not of lin'iitation as obviolisl'v it is the relative position or relative direction of movement which is alone oi irn- ,portcnce. It will also be understood that: the invcnlion is not limit-col. to the specific construction and. errengenient of thc shown and (l ribecl, except in fr '1 such construction and. crrengenizent 1s ferred to in the clifms.

li a-wing explained. the nature and object; of the invention no. specifically described the best form of the machine now known to me, What I claim new, is

1.. A flying machine having, in combine.- tion, a horizontally disposed soil arranged to movc through the air cclgcwise and sustain its weight by the reactions resulting from such movement, propclling RLGZLHS, and automatically operating meclmnicol means controllcd by the propelling means for re:

storing the equilibrium of the sail when it has been disturbed upon a variation in the pressure upon any portion of the surface of the sail. v

A flying); machine having, in combination, :1 substantially flirt ecroplzme of? substantielly rectnngumr form 11s" sclyto the line of tight,

lieai, or (luring an ascent menses means, and automatically operating; me-

means for restoring the equilibrium of the aeroplane when it disturbed by excess vertical press ire upon any portion of the surface of the aeroplane.

3. A machine having, in combination, a, plurality 01'? parallelly arranged flat aeroplanes elongated transversely to the line of flight, uprights connecting the edges of said. aeroplanes to maintain their equidistzmce, propelling means, and automatically ogerating mechanical means controlled by the propelling means for restoring the equilibrium of seicl. aeroplanes when it is disturbed by excess vertical pressure on any portion of the surface of said aeroplane.

A-fiying machine, having, in combinaticn, e'inotor, a horizontally arranged aeroplane elongateii transversely to the line of gilight anti fulcrumed for angular movement relatively to the motor about u fore and. aft axis, andmeans acting on the aeroplane to restore its lateral balance when saw; sail through the air, and means for reing the cqniimrium oi the machine, n clis' rbetl, by successive increments of return move nt of the sail in one direction until the in i position of the sail and consequent er, ilibrium of the machine has been. regeinec, substantially as described.

3" flying machine, having, in combination, a substantial] fiat aeroplane elongated transversely to the line of flight, and. means to restore the equilibrium of the machine, when said eq'oilibrimn has been disturbed, by e succession of substantially vertical movements of the aeroplane all in the same (lllfiijilfill, substantially as described.

'Z. A flying machine, having, in combination, a sizbsiieiitially fiat aeroplane adopted to move through the air edgewise at a prermincrl angle of incidence 2:11 supported for both lateral and fore and aft dipping, means to vary the angle of incidence to control. the vertical flight, and mechanical actuating devices forsaid means n01- inally inoperative and rendered operative 1);, av change in the angular relation of the aeroplane to its normal position, substantially as lescrihe(l..

8, A flying machine, having, in combine-- tion, a normally fiat aeroplane, a, support for said. acroplanc permitting lateral dipping thereof, moans adapted to import to the merop ane .e lielicoiclel warp around e iii-a! u 1' tnuravcrsc tn the line tfligl1t,.

routing devices lilm'ofor, and operative 'connectionsbetween said means and actuating devices, the operation of said devices being controlled by a dipping of the aeroplane to either side, substantially as described.

9. A flying machine, having, in combina tion, a substantially'flat aeroplaneadapted tion, a U-shaped frame,an aeroplane, adapted to move through the air edgewise at a predetermined angle of incidence, supported in said frame, said aeroplane being jour- ,naled, in said frame on transversely arranged pivots .to permit a variation of the angle of incidence, and automatic means for controllingthe degree-of said angle,

substantially as described.

11. A flying machine, having, inicombina tion, an aeroplane supporting frame fulcrumed for angular movement about a horizontal fore and aft axis, an aeroplane sustained in said frame fulcrumed for angularmovement about a horizontal transverse the movement of said aeroplane about said axes, substantially as described.

12. A flying machine, having, in combination, an aeroplane supporting frame fulcrumed for angular movement about a horizontal fore and aft axis and provided With upright standards centrally of its lateral ends, a pair of aeroplanes sustained in said frame each having end bearings fulcrumed in said standards for angular movement about a horizontal transverse axis, and

means connecting said aeroplanes, to mamtain their equidistance, constructed and arranged to permit of said angular movements, substantially as described.

13. A flying machine, having, in combination, an aeroplane adapted to move through the air edgewise at a predetermined angle of incidence and mounted for fore and aft dipping movements whereby ,said angle, may be altered, and means for frestoring said angle to its normal value after. disturbance ,of theequilibriumby excess pressure on the front 'or rear of the aeroplane comprising mechanical means for dipping the aeroplane,

Y a lovable-centering cam for controlling the ytion of said means, and a float mechanism orjgoverning the position of the cam ac- 'cordingi to the-de yee of the loss of equilibrium,'-substantia l y as described.

14 A'flying machine, having, in combination, a substantially flat aeroplane adapted to move through the air edgewise and mounted for lateral dipping movements, and means for restoring the lateral balance of said; aeroplane after disturbance by excess pressure. on either side comprising a movable centering cam, operative connections be tween said cam and the aeroplane for. governing the position of the'cam. according to the direction and the degree, of the loss of lateral balance, and means actuated by said cam constructed and arranged to manipulate the aeroplane in a manner to present its option, means constructed and arranged to sup-;;

port the Weightby the reactions-resulting from a movement of said means through the air, meansunder control of the operator to determine the angle-of flight to'the horizontal while traveling in a vertical plane to bring the machine to the level to be maintained, and automatically operating mechanical means to maintain the equilibrium of the machine while traveling onsaid angle and level, substantially as described.

17. A flying machine, having, in combination, an aeroplane, a vertical rudder, and automatically operating mechanical means for simultaneously moving the opposite lateral end portions of the aeroplane into different angular relations to the normal plane of the body ofthe aei-(n lanc and to each other, so as to present to the atmosphere different angles of incidence, and for causing the rudder to present to the wind that side thereof nearest the side of the aeroplane having the smaller angle of incidence and offering the least resistance to the atmosphere, substantially described.

A flying machine, having, in combina tion, two aeroplanes, each normally flat and elongated transversely to the line of flight, uprights having flexible oints connecting theedges of said aeroplanesto maintain their equidistance, automatically operating mechanical means for simultanomisly imparting to each of said aeroplanes a helicoidal muparound an axis transvcrse to the line of flight and extending centrally :along the bodies of the aeroplanes in the directi n of their elongation, a vertical rudder, and automatic means whereby said rudder is caused to present to the wind that side nearest the side of the aeroplanes having the smaller angle ofincidence and oli'ering the least resistance to the atmosphere, substanscribed.

tially as described.

19. A steering apparatus, having, in combination, a rudder, a compass, automatic means to turn the rudder in a direction to restore the movin object to its course upon a deviation there rom, and mechanical devices connected with the compass needle for controlling the action of said means, sub stantially as described.

20] A steering apparatus, having, in combination, a rudder, automatic means for operating the rudder to. maintain the moving object on a given course, acompass, and mechanical devices carried by the compass for controlling the amount of the rudder move ment according to the degree of deviation from the course, substantially as described.

21. A steering apparatus, having, in combination, a compass, a course setting device mounted to swing with the compass needle, means for locking said device in any desired angular relation to the needle, a rudder, and mechanical connections between the course setting device and rudder operating to automatically turn the rudder to restore the moving object to its course upon a deviation therefrom, substantially as described.

' 22. A steering apparatus, having, in combination, a rudder, a compass, a gage device mounted to swin with the compass needle, a feeler arranged to contact with said gage device, and an actuatingmechanism for the rudder the action of which depends on the position of the feeler, substantially as de- 23. A steering apparatus, having, in combination, a rudder, a, compass, a gage device mounted to swing with the compass needle, a trader arranged to contact with said gage device, an actuating mechanism for the ruddcr, a device the position of which determines the action of the actuating mechanism, and means for positioning said device .in accordance with the position of the feeler,

substantially as described.

24. A steering apparatus, having, in combination, a rudder, a compass, a gage device mounted to swing with the compass needle, a feeler arranged to contact with said gage device, an actuating mechanism for the rudder, a device the position of which determines the action of the actuating mechanism, and means for positioning said device in accordance with the position of the feeler and locking it in position during the action of the actuating means, substantially as described.

2.. A steering apparatus, having, in combination, a rudder, acompass, a gage device mounted toswing with the compass needle, :1 feeler arranged to contact with said gage device, an actuating mechanism for the rudder the action of which depends on the position of the feeler, and means for locking the compass needle against movement during the engagement of the feeler with the gage.

device, substantially as described.

a feeler arranged to engage the periphery of a relatively moving gage device, and an actuating mechanism the action of which depends upon the position of the feel'er, substantially asllescribed.

28. A controlling mechanism for controlling or guiding the direction of movement of a moving object, having, in combination, a feeler arranged to engage the periphery of a relatively moving gage device, an actu atin mechanism the action of which depen s upon the position of the feeler, and means for locking the gage device against movement during the engagement of the feeler with the gage device, substantially as described.

:29. A controlling mechanism for controlling or guiding the direction of movement of a moving object, having, in combination, a feeler arranged to engage the periphery of a relatively moving gage device, actuating mechanism, a device the position of which determines the action of the actuating mechanism, and means for positioning said device in accordance with the position of the feeler, substantiallyas described.

:30. A controlling mechanism for controlling or guiding the direction of movement of a moving object, having, in combination, a teelcr arranged to engage the periphery of a relatively moving gage device, actuating mechanism, a device the position of which determines the action of the actuating mechanism, and means for positioning said device in accordance with the positlon of the feeler and locking it m position during the-action ot' the actuating means, substantially as described.

31. Aflyiug machine having, in combination, an aeroplane arranged to move through the air edgewise and support its weight by the reactions resulting therefrom, said movement of the aeroplane being at a predetermined angular relation to the horizontal, propelling means, and automatically operating mechanical means controlled by the propelling means for restoring the aeroplane, when disturbed, to its predetermined angular relation to the horizontal.

3; A flying machine having, in combina- -tiou, an aeroplane normally flat and elongated transversely to the line of flight, means co-incident with the transverse axis of said aeroplane for imparting toit a helicoidal warp about said transverse axis, and means for actuating the warping means, substantially as described.

33. A flying machine having, in combination, an aeroplane normally flat and elongated transverselyto the line of flight, a two-part rock shaft located co-incidently with the trans erse axis of said aeroplane, the parts of which are adapted to be rocked in opposite directions, meansoperated by the shaft to impart to said aeroplane a helicoidal warp about said transverse axis when said shaft isfrocked, and means for rocking said shaft, substantially as described.

34. A flying machine having, in combina than, an aeroplane adapted to move edgewise through the air and to support the weight by the reactions resulting thereby, said aeroplane being adapted to move at a predetermined angle of incidence and having stifl spars at its lateral margin, a twopart rock shaft extending between said spars having a part rigidly connected centrally with each spar, a frame in which the two parts of said rock shaft are journaled, and means for rocking said shaft in the same direction or in opposite directions, substantially as describe A flying machine having, in combination, an aeroplane adapted to move through the air edgewise at a predetermined angle of incidence and mounted for fore and aft dipping movements whereby said angle may be altered, and means for restoring said angle to its normal value after disturbance of the equilibrium by excess pressure on the front or rear of the aeroplane, comprising imxchanical means for dipping the aeroplane, and a float mechanism for governing the equilibrating action of said mechanical means, substantially as'described.

86. A flying machine having, in combination, a substantially flat aeroplane adapted to move through the air edgewise and mounted for lateral dipping movements, and means for restoring the lateral balance of said aeroplane after disturbance by excess pressure on either side comprising a ed to move through the air edgewise in a disturbance by excess pressure on any part thereof comprising a centering cam and operative connections between said cam and the aeroplane, substantially as described.

38. A flying machine having, in combina tion, a substantially fiat aeroplane having its opposite lateral end portions capable. of movement to different positions below or above the normal plane of the body of the aeroplane, said movement being about an axis transverse to the line of flight whereby said lateral end portions may be moved to different angles relatively to the normal plane of the body of theaeroplane so as to present to the atmosphere diflerent angles of incidence, and automatically operating mechanical means for so moving said lateral end portions, substantially as described.

39. A flying machine having, in combination, an aeroplane normally flat and elongated transversely to the line of flight, and

automatically operating mechanical means for imparting to saidaeroplane a helicoidal Warp about an axis transverse to the line of flight and extending centrally along the body of the aeroplane in the direction of its elongation, substantially as described;

move in one drection only until the equi-- librium of the machine has been regained, when said restoring movement ceases.

42. A steering apparatus having,.in combination, means for setting a moviiig object in a given course, a guiding device, and automatically operating means for turning said device in a direction to restore the moving object to the given course upon deviation therefrom, the movementvimparted, to the device being proportionate to the amount of deviation of the object from its given course, substantially as described.

43. A steering apparatus having, in combination, means for setting a moving object in a given course, a rudder, a compass, automatic means to turn the rudder in a direction to restore the object to its course upon deyiation therefrom, and devices con nected with the compass needle for con- 

